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I think 61 knots is about crash energy, not
likelihood of falling out of the air.
e.g. I believe the latest Meridian (or one of the
other turbo-prop singles) couldn't make the 61 knot limit so they did some
energy absorption mods to get approval.
61 is better than 71 for that reason.
The FAA article seems to link high stall speed with
likelihood of low altitude stalls and difficulty of recovery.
----- Original Message -----
Sent: Friday, March 26, 2010 10:45
PM
Subject: [LML] Re: Fox Article
Lynn,
Everything you say below is absolutely true. The reason that 61 knots
is even marginally significant is that is the max Vso allowed for single
engine airplanes certificated under part 23. Since we are not bound by part 23
our Vso can be higher. Hence, this is just one of the many differences
one might find between certificated and experimental aircraft. Why FAA
jumped on this number that has no particular significance for experimental
aircraft, I have no idea.
Bill
Harrelson
N5ZQ
320 1.750 hrs
N6ZQ IV under construction
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